Brake shoes



May 20, 1958 R. L.. wlLsoN i 2,835,356

BRAKE SHOES Original Filed Jan` 12. 1950 BRAKE SHDES Rosser L. Wilson, Mahwah, N. J., assigner to American Brake Shoe Company, New York, N. Y., a corporation of Delaware Original application January 12, 1950, Serial No. 138,188. lslli'iled and this application June 7, 1955, Serial No.

2 Claims. (Cl. 18S-252) This application is a division of my application Serial No. 138,188 filed January 12, 1951, now abandoned, as a continuation in part of my application Serial No. 28,499, filed May 2l, 1948, now abandoned.

This invention relates to locomotive brake shoes and particularly to such shoes wherein rolled sheet metal reinforcing backs are imbedded in the cast metal of such brake shoes.

In brake shoes embodying reinforcing backs as heretofore constructed, the interlocking of the cast metal of the brake shoe with the reinforcing back has been attained in a large measure through flowing the metal into or through cutout openings in the reinforcing back, and in some instances the lateral interlocking action has been increased to some extent through depressing the side edges of the reinforcing back throughout all or a portion of the length thereof. It is essential that any arrangement for interlocking reinforcing backs with cast metal be of such a nature that the reinforcing back may be produced in an economical manner. Inasmuch as one of the most economical ways in which to fabricate backs is to roll the same, it is a primary object of my invention to roll into a reinforcing back of the aforesaid nature a novel arrangement which will insure an effective interlock between the back and the cast metal.

A further object is to enable an increased and more efficient interlocking action to be obtained between the cast metal of such brake shoes and the reinforcing backs thereof; and an object related to the foregoing is to accomplish such interlocking action in a way that effectually distributes the forces that come into play between the reinforcing back and the cast metal of the brake shoe.

Other and further objects of the present invention will be apparent from the following description and claims, and are illustrated in the accompanying drawings which, by way of illustration, show the preferred embodiment and the principles thereof and what I now consider to be the best mode in which I have contemplated applying those principles. Other embodiments of the invention embodying the same or equivalent principles may be used and structural changes may be made as desired by those skilled in the art without departing from the present invention and the purview of theappended claims.

In the drawings:

Fig. 1 is a side elevational view of a locomotive brake shoe embodying the features of the invention, this shoe eing what is usually termed a driver shoe for use on the driving Wheels of a locomotive.

Fig. 2 is a top plan view of the locomotive brake shoe shown in Fig. 1;

Fig. 3 is a bottom plan view of the sheet metal reinforcing element of the brake shoe shown in Figs. 1 and 2; and

Fig. 4 is a transverse cross sectional view taken substantially along the line view 4-4 of Fig. 2.

In Fig. 1 of the drawings, the invention is illustrated as embodied in a driver shoe 220, such shoes being ice adapted particularly for co-operation and use with the driver wheels of a locomotive.

The shoe 220 has a rolled steel reinforcing back 221 cast into the back or upper surface of the cast ferrous metal body 222 of the shoe. The reinforcing back 221 may be of cold-rolled or hot-rolled ductile metal such as steel, preferably hot-rolled steel, and has a down turned flange 221F along one side or marginal edge thereof, and has an upwardly curved marginal flange 221C along the other edge thereof. The cast body 222 in the portion that is disposed between the flange 221F and the adjacent edge of the flange 221C is adapted to bear against the tread portion of the driver wheel, while the cast body portion. of the body 222 that is disposed beneath the curved flange 221C is arranged for co-operation with the flange of the driver wheel.

ln the flange 221C, a plurality of openings 223 are formed, and it will be observed that certain of these openings 223 are disposed in what may be termed the upper or highest portion of the curved flange 221C, while other of the openings 223 are disposed in the side or generally vertical extending portions of the curved flange 22113.

In the main body portion of the reinforcing back 221, that is, between the flanges 2212 and 221C, a plurality of cutouts or openings 224 are formed at spaced points. At the midpoint of this web portion of the reinforcing back, openings 225 of rectangular form` are afforded for co-operation with fastening ears 226B that are afforded on a U-shaped center lug 226. The ears 226B are bent outwardly to extend beneath the back 221 beyond the openings 225 and are clinched on the lower face of the back 221.

Along the juncture of the flange 221F with the main web of the reinforcing back, a plurality of what may be termed corner cutouts or holes 224C are formed.

The reinforcing back 221, as thus far described, provides for an interlocking action between the cast body 222 and the reinforcing back 221 through flowing of the cast metal through the various openings or apertures as will be described, and under the present invention a greatly increased interlocking action is attained through the provision of diagonally oppositely directed ribs R-f-l that are extended, preferably in a diamond-shaped pattern, throughout the entire lower surface or wall of the reinforcing back 221. These diagonal reinforcing and interlocking ribs R-4 are shown as being continuous in form from one side of the reinforcing back to the other but itwill be recognized that an interrupted arrangement of diagonally directed ribs may be used. Moreover, the ribs R-4 are of substantial cross sectional area., as will be evident in Fig. 3 of the drawings, and thus the side edges of the ribs alford an, extremely large and well distributed area which may react against displacing forces that are applied to the cast body 22,2 of the shoe. As a result, the forces that tend to displace the cast body 222 with respect to the reinforcing back 221 are exerted and distributed, and effectively dampened throughout an extremely large surface area. Thus, for example, with respect to forces that tend to produce relative endwise shifting movement or displacement of the body 222 with respect to the reinforcing back 221, it will be observed that all of the ribs R-4 will function so that such displacing force will be applied to the cast metal over a widely distributed area, and the force that is applied per unit of cross sectional area of the cast metal will be exceedingly small, particularly as compared with the forces that would be applied per unit of cross sectional area in reinforced brake shoes as heretofore constructed.

In making the reinforcing back 221 I prefer to roll steel stock to afford flat steel sheets having the ribs Rm@ formed thereon and extending completely across the one face of the sheet. Thereafter individual elongated dat 3 blanks having the general plan, but somewhat larger, configuration of back 221 shown lin Fig. 3 may be severed from the steel sheets by a suitable operation such as a punch-press operation, the openings 223, 224 and 2 23C being preferably formed during this same operation.l The" individual blanks may then be suitably formed `byy a suitable punch-press operation, or the like, into the shape, size and configuration of the nished reinforcing 4back 221 illustrated in Figs. 1 to 4, inclusive. Hence,` it will be .seen that as an important aspect of the invention the ribs R-4 of my novel reinforcing back may be readily formed by a rolling operation, the ribs R-4 in this instance being so formed, Iand so disposed on the blanks, as t afford a pattern of angularly disposed reinforcing ribs which intersect at spaced intervals across the lower face of each of the flanges 221F vand v221C and the web portion 221W disposed between the flanges 221F and 221C without requiring specialV stamping, casting, machinery or like operations.

With the reinforcing back 221 that is afforded, the cast metal body 222 is formed about the reinforcing'back,

and this cast body 222 may, of course, include chilledV portions or inserts of various types in accordance with conventional practice. In the casting of the shoe 220, the metal of the body 222 is caused to flow through the various cutouts or openings 224, 224C and 223 so as to be flush with the upper surface of the reinforcing back 221, ,and the metal is also vflowed through the lug`226 at 229, and about the ends ofthe back 221 to form end lugs 228 in accordance with usual practice. l

When the shoe 220 has thus been cast, it will be noted that the cast `body 222 is interlocked with the ribs R-4 in a number of different planes. Thus, on the `inner y surface of the flange 2211:, the angularly extending ribs R-4 are engaged in such a way, as to act not only against endwise forces but also against forces tending to displace the body 222 in a direction perpendicular to the web of the reinforcing back 221. A similar action is attained along the generally vertical portions of the curved flange 221C, and hence the ribs RA are effective to attain an extremely effective and greatly improved interlocking action between the cast metal body of the driver shoe 220 and the reinforcing back 221.

From the foregoing description it will be evident that I have afforded a novel brake shoe for the driver Wheel of a locomotive including a novel reinforcing plate which may be readily and economically formed in a rolling operation to afford a novel, practical and efcientbacking member for such a brake shoe.

Also, it will be seen that the present invention enables the cast metal of brake shoes to be interlocked with the reinforcing back in a greatly improved manner, and that this is obtained in such a way that the displacing forces are distributed over extremely large areas of the cast I netal body of the shoe. Thus, under the present inven- 4 tion, the effective working life of brake shoes may be considerably extended and such brake shoes may be used with greater safety than has heretofore been attained.

Thus, while I have illustrated and described the preferred embodiment of my invention, it is to be understood that this is capable ,of variation and modification, and I therefore do not wish to be limited to the precise details set forth, but desire to avail myself of such changes and alterations as fall Within the purview of the following claims.

I claim:

1. In a brake shoe for the flanged driver wheel of a locomotive, an elongated reinforcing back having a web portion with inner and outer faces, a depressed marginal flange along one edge of said web, an upwardly curved flange along the other edge of said web corresponding to the flange of said driver wheel, said inner face of said web having a plurality of integral ribs formed in projecting relation thereon and disposed at an acute angle to the longitudinal axis of said back, said ribs being extended entirely across said inner surface of said web portion, in an intersecting pattern and being continued along both said flanges at the edges of said web,

and a cast iron body on said back into but one face of which the ribs of the web and of the upwardly curved flange extend to interlock said body to the back against displacing forces, the height of said ribs being equal to only a minor fractional portion of the thickness of said cast `iron body,

2. Ina reinforcing means for locomotive driver wheel brake shoes, an elongated rolled steel reinforcing back having a web portion with inner and outer faces and an integral right angular flange portion along one edge 'and extended longitudinally of and at a substantial angle References Cited in the file of this patent UNITED STATES PATENTS 832,146 Morrison Oct. 2, 1906 846,707 Ward Mar. 12, 1907 893,260 Pettis July 14, 1908 1,057,849 Kinzer Apr. 1, 1913 1,158,561 Sargent Nov. 2, 1915 1,882,884 Pogue Oct. 18, 1932 2,402,101 Trainer June 1l, 1946 

